Triple valve.



J. R. SNYDER.

TRIPLE VALVE.

Patented Apr. 4; 1916.

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TRIPLE VALVE. I APPLICATION FILED AU( .27. 1912. 1,177,969. PatentedApr. 4, 1916.

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UNTTED sTATEs PATENT onirica.

JACOB RUSH SNYDER, 0F PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO PERCY E.DONNER, 0F PITTSBURGH, PENNSYLVANIA.

TRIPLE VALVE.

Specification of Letters Patent.

Patented Apr. 4, 1916.

To all whom t may concern:

Be it known that I, JACOB RUSH SNYDER, a resident of Pittsburgh. in thecounty of Allegheny and State of Pennsylvania, have invented a new anduseful Improvement in Triple Valves, of which the following is aspecification. v

This invention relates to triple valves for air brake systems, and moreparticularly to triple valves for use on freight trains.

The object of the invention is to provide a triple valve which effectsand performs all of the usual functions and results of Inodern freighttriple valves, and which performs and effects such functions and resultsby much simpler and less complicated mechanical means than are embodiedin prior types of freight triple valves capable of effecting the sameresults and functions'.

The invention comprises the construction and arrangement of parts of atriple valve hereinafter described and claimed.

In the accompanying drawings, Figures 1 and 2 are longitudinal sectionsthrough a triple valve embodying the invention taken substantially onthe line 1 1, Fig. 9, Fig. 1 showing the same in full release or runningposition and Fig. 2 showing the same in emergency application position;Figs. 3, 4, 5 and 6 are vertical transverse sections taken respectivelyon the lines 3 3, 4 4, 5 5 and 6 6, Fig. 1; Fig. 7 is a verticallongitudinal section through the valve seat and slide valves taken onthe line 7 7, Fig. 9; Fig. 8 is a plan view of the slide valve seat; andFigs. 9, 10, 11, 12, 13 and 14 are diagrammatic views of the valve seatin plan and the valves in horizontal section on the line 9 9, Fig. 1,and showing different positions of the valve, Fig. 9 showingthe same infull release position, Fig.V 10 in quick service or quick serialapplicationposition, Figli in full service position, Fig. 12 in servicelap position, Fig. 13 in retarded release and restricted rechargingposition, and Fig. 14 in emergency application position.

The valve in its general form, construction and arrangement follows thestandard type of Westinghouse and similar valves. It comprises a casing1 provided at one end with a fiat face 2 for connection to the auxiliaryreservoir and brake cylinder, and closed at its opposite end by the capor head 3 secured to the casing by compression bolts, all as is usual intriple valves. 'In the casing is the usual chamber 4 in which worksa.piston5 provided with a stem 6 extending into the bore 7 of the casingand actuating the slideV valves.

The auxiliary reservior connection is at 8 and the brake cylinderconnection at 9. The train or brake pipe connection 10 communicatesthrough passage 11 with a chamber l2 in the head or cap 3, which chambercommunicates at 13 with the piston chamber 4. The bushing of chamber 4is provided with an auxiliary reservoir charging groove or grooves,which is shown as a single groove with portions of different sizes,to-wit; a relatively large portion 14 which is opposite the main pistonwhen the latter is in full release or running position, shown in Fig. 1,and a more restricted portion 15 inwardly from said portion 14 and whichis opposite the piston 5 when the latter is moved to retarded releaseand restricted recharging p0- sition.

In the bore 7 of the valvey is a suitable bushing 16 whose lower'portionforms a valve seat 17 with which coperate a pair of valves, to-wit; arelatively small valve 18v and a larger valve 19. The valve 18 isprovided with an upwardly projecting portion 2O which fits between anend projection 21 and intermediate projection 22 on the piston stem 6and entirely fills the space between said projections so that it movesat all times with the piston 5. It is held to the seat byspring 23interposed between the projection 2O and the bottom of the recess intowhich said projection extends. The larger slide valve 19 is held betweenthe intermediate projection 22 and a shoulder 25 on the piston stem, butdoes not fill the space between said projection and shoulderso thatthere is a certain amount of lost motion which permits the piston 5 andvalve 18 to move at times without moving the valve 19. The valve 19 isheld to the seat 17 by the usual spring 26.

Valve 19 is providedwithv a longitudinal bore 27 provided at its outerend with a shoulder 28. In'said bore is a helical spring 29 seated atone endagainst shoulder 28 and at its opposite end against head 31screwed into stem 32 whichr extends through said spring and beyond theouter end of the slide valve and has its outer end provided with adownturned'portion 33 adapted in the release position ofthe valve toContact with thev end of tle valve seat 17, as shown in F ig.

1, so that further movement of the piston and valve toward the left whenthe valve is forced to retarded release and restricted rechargingposition compresses the spring 29, and when the pressures on oppositesides of the piston 5 equalize, said spring returns the valves andpiston to normal or running position, shown in Fig. 1.

In the head or cap 3 is a stem 35 surf rounded by helical spring 36,said'stem being adapted to be contacted by the piston 5 in its outwardmovement, said stem and spring serving the purpose of the usualgraduating stem and spring ot' triple valves. In addition, the stemcarries a valve 37 coperating with ya seat 38 surrounding an opening 39forming a communication between the chamber 12 in the head or cap 3 anda passage 40 leading to the brake cylinder connection 9. In said passage40 is a check valve 41 seated by a spring 42 toward the train pipe. 'Ihe valve 37 is unseated on the extreme outward movement of the pistion 5upon emergency reduction of train pipe pressure to allow train pipepressure to iiow from chamber 12 through passage 40, past a check valve41, to the brake cvlinder.

The valve seat 17 is provided with ports and passages, shown in Figs. 1,2, 7 and 8, as follows: a port 44 near the inner end of the seat andcommunicating with passage 45 in the casing leading to the brakecylinder connection` 9; a'port 46 laterally in line with brake cylinderport 44 and communicating by a longitudinal passage 47 with thetransverse port 48 leading to the atmosphere; a small port 50 inproximity to brake cylinder port 44 and communicating through groove 51cut in the outer face of the bushing 16 with a port 52 located near theouter end of the seat 17; and a port 53 longitudinally in line with port52 aud communicating through passage 54 with train pipe passage 11.

The large slide valve 19 is of rectangular form and is provided in itsbottom face with a single narrow longitudinal cavity 55 whose function,when the valve is in running and quick service position, is to connecttrain pipe port 53 with port 52, so as to bring train pipe air to port50. The smaller slide valve 18 is of general rectangular form with aprojection 56 on its inner end at one side, and in its bottom face isprovided with a pair of transverse cavities, to-wit;A a relatively largecavity 58 provided near one end with a longitudinal extension 59 and asmaller cavity 60 located` stein .bears against elle @nl Valve Seat.

17 so that spring 29 resists the further movement of the piston andvalves toward f the left, viewing Fig. 1. The piston 5 is opposite thelarge recharging groove 14 so that train pipe air passes from chamber 4to the auxiliary reservoir and quickly recharges the latter. The slidevalves 18 and 19 are in such position, shown in Fig. 9, that cavity 58in slide valve 18 connects lcrake cylinder port 44 with exhaust port 46.Consequently, the brake cylinder pressure is rapidly released to theatmosphere. All other ports are blanked, although cavity 55 connectstrain pipe port 53 with port 52, but as port 50 is blanked bv valve 18no effect is produced. This position is assumed in normal running andafter equalization of auxiliary reservoir and train pipe pressures, andpermits the Jfull and rapid release of the brakes and the rapidrecharging of the auxiliary reservoir. Y

2. `Quick service or serial venting position, shown in Fig. 10. Thisposition is assumed upon a slight reduction of train pipe pressure andupon the first movement of the pis: ton 5, which results in moving thesmall slide valve 18 but without moving the large valve 19 due to lostmotion connection between the latter and the piston stem. In thisposition the connection between the brake cylinder port 44 and exhaustport 46 isA broken, but cavity 58 with its longitudinal extension 59connects brake cylinder port 44 with the small port 50, and as ports 52and 53 are still connected by cavity 55 inthe large slide valve 19,train pipe air passes from port 53 to the brake cvlinder port 44,thereby momentarily venting the'train pipe into the brake cylinder toproduce a drop in'v pressure in the train pipe at the car and secure aquicker serial action of the brakes throughout the train than would bepossible if all the air had to flow forwardly and out at the engineersbrake valve. The valve remains in this position for an appreciable time,due to the fact that the rst movement of the piston 5 moves only thesmall valve 18, but as soon as the lost motion between the pistonA stem6V and valve 19 is taken up the greater frictional resistance thenencountered checks the movement of the piston and Vprovides anappreciable time for venting the train pipe into the brake cylinder. Thereduction of train pipe pressure caused by this venting unbalalnces thepressures on opposite sides of piston 5 sufficiently to overcome thefrictional resistance of both slide valvesso that the latter almostimmediately move to the next position now to be described. f

3. Full serviceposition, shown in Fig. 11. In this position. the slidevalves have moved to the right sufhciently so that valve 18 uncoversbrake cylinder port 44, thereby al. lowing auxiliary reservoir, pressurete rush into the brake cylinder. All other ports are blanked. In thisposition, the head of pistion 5 is in contact with graduating stem 35,graduating spring 36 checking the movement of the piston to stop thevalves in service position.

4. Service lap position, shown in Fig. 12. This position is assumed bythe valve on the slight recoil such as occurs immediately after aservice application, due to a momentary greater pressure on the trainpipe side of the piston 5. The large slide valve 19 remains stationary,due to the lost motion connection between itself and the piston stem,but the small slide valve 18 is moved inwardly sufciently to blank thebrake cylinder port 44, thereby cutting off the further flow Vof airfrom the auxiliary reservoir to the brake cylinder, but maintaining thepressure already in the brake cylinder. All other ports remain blanked.

5. Retarded release and restricted recharging position. shown in Fig.13. This position is reached after an application of the brakes byquickly charging the train pipe and increasing the pressure therein sorapidly that it cannot equalize through the charging groove 14. Thisresults in forcing the piston 5 entirely over to the left and brings itopposite the restricted recharging groove 15 so that flow of train pipeair into the auxiliary reservoir is restricted, preventing the auxiliaryreservoirs on the forward end of a long train from robbing the trainpipe excessively and leaving sufficient pressure to flow toward the rearend of the train so as to secure the release of the brakes at the rearend substantially simultaneously with those at the forward end. Thisposition of the valve is assumed only on the forward portion of thetrain, while at the rear end' of the train the train pipe pressure issufiiciently low (dueto feeding the reservoirs forward thereof) that thetriple valves merely go to full release position, shown in Fig. 1, beingprevented from going farther by the spring 29 on stem 32 whose down-Aturned portion'33 contacts with the end of valve seat 17. At the forwardend of the train where the pistons have been driven fully over to theleft, Vspring 29 is under compression so that upon equalization ofpressure on opposite sides of the piston 5 the spring 29 returns thepiston and valves to full release position. In this position therestricted cavity GO'in slide valve 18 connects brake cylinder port44with exhaust port 46. Consequently, the pressure in the brakecylinders is released more slowly than in full service position, whichis liust what is needed at the forward end of the train to retard therelease of the brakes thereat and secure substantially simultaneousrelease from end to end of the train.

6.. Emergency application position,- shown in Figs. 2 and 14. Thisposition is assumed upon a large reduction of train pipe pressure, sothat auxiliaryfreservoir pressure pushes piston 5 entirely over to theright and compresses graduating spring 36. In this position the slidevalves have moved so as to fully uncover brake cylinder port 44 andpermit auxiliary reservoir pressure to rush into the brake cylinder, thesame as in full service position. In addition, the retraction ofgraduating stem 35 has unseated valve 37, thereby permitting train pipepressure to flow from passage 11 and chamber 12 through opening 39 andpassage 40 directly to the brake cylinder, lifting the check valve 41 inits course. Consequently, the

brake cylinder is supplied with air from lease position or from any ofthe other positions of the valve by merely reducing the train pipepressure below the point of equalization of auxiliary reservoir pressurein the brake cylinder.

The stem 35 and spring 36 in addition to the-usual function of agraduating stem and spring also serve as check members for seating thevalve 37 and closing direct communication from the train pipe to thebrake cylinder except in emergency application position. The spring 29on stem 32 becomes active only upon movement of the piston and valvesinwardly from the normal or full release position, thereby serving as agraduating stop to prevent movement of the main piston inwardly beyondits normal position, except when purposely intended by a sudden increaseof train pipe pressure. It also serves as a means for automaticallyreturning the slide valves and piston to normal position from retardedrelease and restricted recharging position, upon equalization ofpressure on opposite sides of piston 5.

The valve described has all of the usual functions of triple valves,including quick service or serial venting action to secure a rapidserial action of the brakes throughout the train in serviceapplications, and also providing for a retarded release of the brakesand restricted recharging of the auxiliary reservoirs as abovedescribed, in

addition to the usual service and emergency performs all of thefunctions of the most approved triple valves, but by a mechanicalconstruction much simpler and less complicated than existing valves andappurtenances which perform all of the functions Which this valveperforms. Consequently, the valve is not only cheaper as to first cost,but is more reliable in action, less liable to get out of order, cheaperin its upkeep, and offers less resistance to movement than similarvalves lfor securing the same functional effects.

Nhat l claim is:

l. A triple valve comprising a casing having connections to theauxiliary reservoir and the train pipe and provided With a valve seathaving ports communicating With the brake cylinder and the atmosphere, amovable abutment actuated by variations in train pipe pressure, a valvedevice actuated by said movable abutment and arranged in full releaseposition to open unrestricted communication from the brake cylinder tothe atmosphere and in position assumed by movement from full releaseposition upon increase in train pipe pressure to open a restrictedcommunication from the brake cylinder to the atmosphere, a spiing devicecarried by said valve device for iestoring said valve device to fullrelease position, a spring stop in said casing arranged for controllingthe movement of said movable abutment and to be retracted under largedecrease in train pipe pressure, and a valve actuated by said springstop and controlling direct ccmmunication from the train pipe to thebrake cylinder.

2. A triple valve having connections to the train pipe, brake cylinder,auxiliary reservoir and the atmosphere, a movable abutment actuated byvariations in train pipe pressure, a valve device actuated by saidmovable abutment and arranged to establish communication betiveen theauxiliary reservoir and the brake cylinder when the abutment is inservice position and to also control the brake cylinder exhaust andhaving a normal open position for said exhaust and another position forretarding the release, a spring device carried by said valve device andarranged to restore said valve device to open or full release position,a spring stop for regulating the movement of said movable abutment undertrain pipe reductioiis,V and a valve operated by said able abataieat.attuate@ by variances .iai

train pipe pressure, a valve device actuated by said movable abutment.and arranged 1n full release position to open unrestrictedlcommunicaticn from the brake cylinder to the atmosphere and in positionassumed by movement from full release position upon increase in trainpine pressure to open a restricted communication from the brake cyl-vinder to the atmosphere, a spring device carried by said valve deviceand arrangedV to move said valve mechanism from the re-` strictedrelease position to the full release'v the train pipe, brake cylinder,auxiliary reservoir and the atmosphere, a movable abutment actuated byvariations in train pipe pressure, a valve device actuatedby saidmovable abutment and` arranged when in full release position to open anunrestricted exhaust from the brake cylinder to the atniosphere andalarge charging connection from the train pipe to the auxiliaryreservoirand in position-assumed by movement from full release -positicn'uponincrease off train pipe pressure to open a restricted exhaust from thebrake cylinder and a restricted charging connection from the train pipeto the auxiliary reservoir, a spring device carried by said valve deviceand arranged to restore the valve device to open and full releaseposition, a spring stop arranged to.

regulate the movement of said movable abutment under train pipereductions,l and va valve device operated by said spring stop whenretracted bv the movable abutment and controlling direct communicationfrom the train pipe to the brake cylinder,

5. A triple valve having connections to the train pipe, brake cylinder,auxiliary reservoir and the atmosphere, a movable abutment actuated byvariations in train pipe pressure, a valve device actuated by saidmovable abutment and arranged When in full release pcsition to open anunrestricted exhaust from the brake cylinder to theY at-` inos here anda large chargino' connection b e* b from the train'pipe to the auxiliaryreservoir and in position assumed by movement from full release positionupon increase of train pipe pressure to open a restricted exhaust fromthe brake cylinder and a restricted charging connection from the trainpipe'tov the auxiliary'reservoir,'a spring device carried by said val-vedevice and arranged toV move said valve device from restricted ex-Vvhaust-position to unrestricted exhaust position, a spring stop arrangedto regulate the' maremma-0f Said-movable abutment-under train pipereductions, and a valve device operated by said spring stop whenretracted by the movable abutment and controlling Vdirect communicationfrom the train pipe to together, and a pair of valves coperating withsaid seat and having movement relative to each other, one of said valvesbeing provided With a cavity arranged in quick service position toconnect the train pipe port with one of said small ports, and the otherof said valves being provided with a cavity arranged in release positionto connect the brake cylinder and exhaust ports and in quick serviceposition to connect the brake cylinder port and the other of said smallports.

7. A triple valve comprising a casing, a valve seat therein providedwith a brake cylinder port, an exhaust port, a train pipe port, and apair of small ports connected together, and a pair of valves coperatingwith said seat and having movement relative to each other, one of saidvalves being provided with a cavity arranged in quick service positionto connect the train pipe port with one of said small ports, and theother of said valves being provided with a pair of cavities of differentsizes, the larger cavity in full release position connecting the brakecylinder and exhaust ports and in quick service position yconnecting thebrake cylinder portwith the other of said'small ports, and the smallerof said cavities in position assumed by movement from full releaseposition upon increase of train pipe pressure connecting the brakecylinder and exhaust ports.

8. A triple valve having connections to the train pipe, brake cylinderand auxiliary reservoir, a movable abutment actuated by variations intrain pipe pressure, a valve ac tuated thereby and provided with a pairof cavities, one arranged upon normal rate of increase of train pipepressure to open a large communication between the brake cylinder andthe atmosphere, and the other arranged upon a more rapid rate ofincrease in train pipe pressure to open a restricted communicationbetween the brake cylinder and the atmosphere, a spring stop arranged toregulate the movement oi' said movable abutment under train pipereductions, and a valve actuated by said spring stop When ree tracted bythe movable abutment and controlling communication between the trainpipe and the brake cylinder.

In testimony whereof I have hereunto set my hand.

JACOB RUSH SNYDER. a

Witnesses:

I. C. STAVER, MARY E. CAHooN.

Copies of this patent may be obtained for ve cents each, by addressingthe Commissioner of Patents,

Washington, D. C.

